Determination of a motorcycle rider&#39;s state

ABSTRACT

Force-detecting sensors are installed in a motorcycle&#39;s handlebars, footpegs and seat to detect the rider&#39;s grip, weight and weight distribution. A control unit interprets the signals from the sensors to determine an attribute of the rider or an intention of the rider to make a manoeuvre. Signals from environmental sensors are used by the control unit to determine whether the intended manoeuvre would endanger the rider, and, if so, the rider is alerted before the manoeuvre is undertaken. The alert is provided before the rider notices the hazard, or before the rider reacts to the hazard. By giving advance warning, of as little as a fraction of a second, a rider is given extra time to avert a potential accident. The control unit also controls settings of the motorcycle during a hazardous state of the motorcycle.

TECHNICAL FIELD

This application relates to a motorcycle equipped with sensors fordetermination of a motorcycle rider's state, including rider attributesand intent to manouever. More specifically, it relates to a motorcycleequipped with force-detecting sensors in the handlebars, footpegs and/orseat, and a control unit to interpret signals from the sensors.

BACKGROUND

Motorcycles are fundamentally unsafe, with riders being many times morelikely to die in an accident than car drivers. Every year, 160 millionmotorcycles are sold, which is double the number of cars. South EastAsia accounts for 86% of the motorcycles that are sold, where theyoutnumber cars by a factor of ten.

In South East Asia, motorcycle ridesharing is fast becoming the primarymode of travel. Rideshare operators are projected to surpass 1 millionrides per day. It is especially important for these companies to use thesafest possible motorcycles.

SUMMARY OF INVENTION

The present invention is directed to a motorcycle equipped sensors inthe handlebars, foot pegs and/or seat, which detect the rider's positionon the motorcycle and the forces that the rider is exerting on themotorcycle. A control unit is connected to the sensors and is configuredto interpret the signals from the sensors. Further sensors for detectingthe environment of the motorcycle are mounted on the motorcycle andconnected to the control unit. Based on the rider's intent and thedetected environment, the control unit determines whether the situationis hazardous, and, if so, alerts the rider. The rider is alerted byhaptic devices, visual indicators, and/or audible alerts, and themotorcycle can also be controlled to a certain extent, for example toease off the throttle or control the suspension while braking hard.

Disclosed herein is a system for determining a motorcycle rider's statecomprising: a plurality of force sensors located on the motorcycle so asto detect forces exerted on the motorcycle by a rider of the motorcycle;and a control unit communicatively connected to the sensors andconfigured to receive signals from the sensors, compare the signals toone or more thresholds, and determine a state of the rider based on saidcomparison.

Also disclosed is a method for determining a motorcycle rider's statecomprising: locating a plurality of force sensors on a motorcycle so asto detect forces exerted on the motorcycle by a rider of the motorcycle;receiving, by a control unit, signals from the sensors; comparing, bythe control unit, the signals to one or more thresholds; anddetermining, by the control unit, a state of the rider based on thecomparing step.

BRIEF DESCRIPTION OF DRAWINGS

The following drawings illustrate embodiments of the invention, whichshould not be construed as restricting the scope of the invention in anyway.

FIG. 1 is a schematic side view of a motorcycle showing sensors in thehandlebars, seat and footpegs, in accordance with an embodiment of thepresent invention.

FIG. 2 is a top view of a motorcycle seat with embedded sensors, inaccordance with an embodiment of the present invention.

FIG. 3 is a schematic top view of a footpeg equipped with a forcesensor, in accordance with an embodiment of the present invention.

FIG. 4 is a cross-sectional view of the footpeg of FIG. 3.

FIG. 5 is a schematic top view of a handlebar equipped with two forcesensors, in accordance with an embodiment of the present invention.

FIG. 6 is a cross-sectional view of the handlebar of FIG. 5.

FIG. 7 is a schematic block diagram of a control unit and connectedsensors, according to an embodiment of the present invention.

FIG. 8 is a flowchart of an exemplary process that the control unitperforms to determine a rider's weight, according to an embodiment ofthe present invention.

FIG. 9 is a flowchart of an exemplary process that the control unitperforms to determine a rider's position, according to an embodiment ofthe present invention.

FIG. 10 is a flowchart of an exemplary process that the control unitperforms to determine a rider's intent and alert the rider, according toan embodiment of the present invention.

FIG. 11 is a flowchart of an exemplary process that the control unitperforms to determine a rider's experience level, according to anembodiment of the present invention.

FIG. 12 is a flowchart of an exemplary process that the control unitperforms to control settings of the motorcycle, according to anembodiment of the present invention.

DESCRIPTION A. Glossary

The term “engine control unit (ECU)” refers to the computer thatcontrols and monitors various components and states of an engine orvehicle in which the engine is mounted.

The term “haptic” refers to both the sense of touch (tactile feedback)and the ability to detect shape and forces (kinesthetic feedback).Tactile feedback is used to detect surface texture, temperature andvibrations, for example. Kinesthetic feedback is used to detect changesin shape, motion, forces and weights.

The term “module” can refer to any component in this invention and toany or all of the features of the invention without limitation. A modulemay be a software, firmware or hardware module.

The term “processor” is used to refer to any electronic circuit or groupof circuits that perform calculations, and may include, for example,single or multicore processors, multiple processors, an ASIC(Application Specific Integrated Circuit), and dedicated circuitsimplemented, for example, on a reconfigurable device such as an FPGA(Field Programmable Gate Array). The processor performs the steps in theflowcharts, whether they are explicitly described as being executed bythe processor or whether the execution thereby is implicit due to thesteps being described as performed by code or a module. The processor,if comprised of multiple processors, may be located together or separatefrom each other.

The term “rider” refers to the person who drives or controls amotorcycle, and is to be distinguished from a person who rides pillionon the motorcycle or otherwise as a passenger.

The term “attitude” refers to the pitch of a motorcycle, e.g. the extentto which it dives while braking.

B. Industrial Applicability

If motorcycle riders on the road could be given just one extra second toavoid a hazard, tens of thousands of accidents could be prevented eachyear. By determining the rider's intent before the rider starts tomanoeuvre, the present invention can provide the rider with an advancewarning if the manoeuvre is going to be hazardous. While the advancetime of the warning is brief, it still provides the rider with valuablethinking and reaction time in which to abandon or modify the manoeuvre.

C. Exemplary Embodiments

Referring to FIG. 1, there is shown a motorcycle 10 equipped withforce-sensing handlebars 12, a force-sensing seat 14 and force-sensingfootpegs 16. Each of the handlebars 12 has sensors that can detect theforwards and rearwards forces on the handlebar. The seat 14 has an arrayof force-detecting sensors in multiple locations. The footpegs 16 eachhave sensors that detect the downwards force on the footpeg.

The force-sensing components 12, 14, 16 are connected to a control unit18 via connecting cables 20, 22, 24. The control unit 18 receivessignals from the force-sensing components 12, 14, 16 and is configuredto deduce rider attributes and intent from the signals. The control unit18 is located piggyback on the engine control unit (ECU). Theforce-sensing components 12, 14, 16, the control unit 18 and theconnectors 20, 22, 24 may be installed in the motorcycle during itsproduction, or they may be provided as a retrofit kit for installationafter production.

Referring to FIG. 2, a force-sensing motorcycle seat 14 is shown with anarray of embedded force sensors 50, 52, 54 on the right side; 56, 58, 60on the left side; and 62, 64, 66 along the centre. Front right forcesensor 50 detects the force caused by the weight of the rider on frontright section 51 of the seat, which is delineated in part by thedot-dash lines. Middle right force sensor 52 detects the force caused bythe weight of the rider on middle right section 53 of the seat. Rearright force sensor 54 detects the force caused by the weight of therider on rear right section 55 of the seat. Front left force sensor 56detects the force caused by the weight of the rider on front leftsection 57 of the seat. Middle left force sensor 58 detects the forcecaused by the weight of the rider on middle left section 59 of the seat.Rear left force sensor 60 detects the force caused by the weight of therider on rear left section 61 of the seat. Front centre force sensor 62detects the force caused by the weight of the rider on front centresection 63 of the seat. Centre force sensor 64 detects the force causedby the weight of the rider on central section 65 of the seat. Rearcentre force sensor 66 detects the force caused by the weight of therider on rear centre section 67 of the seat. Wires 70 connect at one endto the sensors 50, 52, 54, 56, 58, 60, 62, 64, 66 and at the other endform the cable 22 that connects to the control unit 18.

The sensors in the seat act independently of each other, so that theycan sense whether the rider is sitting in a neutral position, to theleft, to the right, forwards, rearwards, forward to the left, forward tothe right, rearward to the left, and rearward to the right. The sensorsin the seat can also distinguish the extent to which the rider issitting in an off-neutral position. For example, the rider may be onlyslightly off-neutral or significantly off-neutral.

The sensors in the seat 14 are linear force meters, or large-surfacearea force sensors that are embedded a short distance below the surfaceof the seat.

In other embodiments, the number of force sensors in the seat isdifferent to the nine shown here. For example, in other embodiments, thenumber of sensors is four. Also, the positions of the sensors in otherembodiments may be different, and they may not necessarily be positionedin a square or rectangular array as shown here.

Referring to FIGS. 3 and 4, an exemplary force-sensing footpeg 16 isshown. A force sensor 74 is embedded centrally in the top of the footpeg16. The force sensor 74 is a large surface area sensor that is embeddedjust below the upper surface of the footpeg. The sensor 74 extends forsubstantially the whole of the length of the footpeg in order to captureforces from the entire width of the foot. FIG. 4 shows that the sensor74 is mounted on the rigid inner tube 76 of the footpeg 16, and iscovered with the rubber footpeg cover 78. In other embodiments, therotational orientation of the sensor 74 may be other than directly abovethe axis of the footpeg, and may, for example, be positioned eitherrearwards or forwards of top dead centre of the footpeg.

Referring to FIGS. 5 and 6, an exemplary force-sensing handlebar 12 isshown, as may be found on the left side of a motorcycle 10. One forcesensor 82 is embedded in the forward facing side of the handlebar 12.Another force sensor 84 is embedded in the rearward facing side of thehandlebar 12. The force sensors 82, 84 are large surface area sensorsthat are mounted on the rigid inner tube 86 of the handlebar 12, andembedded just below the outer surfaces of the handlebar. The sensors 82,84 extend for substantially the whole of the length of the handle inorder to capture forces from the entire width of the hand. FIG. 6 showsthat the sensors 82, 84 are covered with the rubber grip 88 covering thehandlebar 12.

In other embodiments, the sensors 82, 84 may wrap further or less aroundthe circumference of the handlebar than shown. A single sensor or morethan two sensors can be used in other embodiments. A single sensor maybe used that detects the distribution of the forces that are applied toit. Sensors may wrap entirely around the handlebars. In still otherembodiments, the rotational orientation of the sensors 82, 84 may beother than directly forward and rearward of the axis of the handlebar12. For example, the sensors 82, 84 may be centered slightly above orbelow the plane of the axis of the handlebar 12.

FIG. 7 shows the modules of a system for determination of a motorcyclerider's state, i.e. a rider's attributes and intent. The control unit 18has one or more processors 102 that are operably connected to one ormore computer readable memories 104. The memory 104 stores computerreadable instructions in the form of one or more programs 106, andcomputer readable data 108.

The control unit 18 includes multiple interfaces, including interface109 for connecting to force-detecting sensors such as handlebar sensors82, 84, seat sensors 50, 52, 54, 56, 58, 60, 62, 64, 66 and footpegsensors 74.

The program 106 is executed by the processor 102 to detect and interpretsignals from the various sensors that are connected to the control unit18. By determining the forces on the seat 14 and footpegs 16, thecontrol unit 18 can calculate an approximate weight of the rider. Bydetermining the distribution of forces on the seat, the control unit 18can calculate whether, and how far, the rider is leaning. By determiningthe forces on the handlebars 12, the control unit 18 can determine anapproximate experience level of the rider. New and nervous riders tendto grip the handlebars more forcefully than experienced and morecomfortable riders, which is more evident particularly when safety is aconcern, e.g. when there is an increased risk of the motorcycle fallingor another potential accident. By knowing the experience level of therider, the control unit 18 can adapt the warnings given to the rideraccordingly.

The control unit 18 also includes interface 110 for connecting toenvironmental sensors 112. The environmental sensors 112 detect thepresence and position of other vehicles on the road, their speed, andthe direction they are moving in, or about to move in. The environmentalsensors 112 can also detect parameters of the environment in which therider is riding, such as temperature, presence of precipitation, roadsurface condition, etc. Environmental sensors 112 include one or more ofa camera, a stereoscopic camera, an infrared camera, a lidar, a radar, arangefinder, a microphone, a thermometer, a road temperature detector, asurface condition sensor, etc. The processor uses the sensedenvironmental data to determine whether the rider's intended manoeuvreswill create a potential safety issue.

The control unit 18 also includes interface 116 for connecting to ECU118, e.g. via a vehicle bus. The processor 102 interprets signalsobtained from the ECU 118, to determine speed of the motorcycle,suspension settings, traction control settings, acceleration etc. Theprocessor 102 uses the sensed ECU data to determine whether the rider'sintended manoeuvres will create a potential safety issue. The processor102 is also able to instruct the ECU 118 to control one or moreparameters of the motorcycle 10, such as the throttle, the suspensionsettings, the traction control settings, the ABS (anti-lock brakingsystem), etc. The processor 102 controls the ECU 118 in order tomitigate a potential hazard or to make the motorcycle easier to handlein an emergency situation.

The control unit 18 also includes an output interface 124 for connectingto one or more output devices 126. The output devices include one ormore of haptic devices, for example in the seat, handlebars and/orfootpegs; one or more visible indicators, such as LEDs (light emittingdiodes); and one or more audible devices. The output devices 126 areactivated by the processor 102 when the processor determines that ahazard exists, based on sensed signals from the force-detectinghandlebars 12, seat 14 and footpegs 16, the environmental sensors 112and/or the ECU 118.

The data 108 includes thresholds for determining when a hazard situationexists or is likely to occur based on rider intent, rider experience,the sensed environment and ECU parameters. Rider forces and riderposition throughout a journey can be stored in the data 108, as well asa log of detected hazards and responses. Further, transient data may bestored temporarily in the processor 102, for use in calculations tointerpret sensor signals.

D. Flowcharts

Referring to FIG. 8, in step 200 the processor 102 calculates theindividual forces detected by the seat sensors 50, 52, 54, 56, 58, 60,62, 64, 66 and the sensors 74 in the footpegs 16. In step 202, theprocessor 102 then sums the detected forces in the footpegs and the seatto determine an estimation of the weight of the rider. In step 204, theweight of the rider is saved in the data 108 portion of the memory 104.The process is performed once when the rider first starts a journey onthe motorcycle, and may be repeated from time to time throughout thejourney in order to improve the estimation of the rider's weight.

Referring to FIG. 9, in step 220 the processor 102 continually orrepetitively monitors the signals from the sensors 50, 52, 54, 56, 58,60, 62, 64, 66 in the force-detecting seat 14. In step 222 the processor102 determines the rider position on the seat 14 in response to thesignals from the seat sensors. In step 224, the processor 102 stores therider position in the data 108 portion of the memory 104. The positiondetermined is whether the rider is sitting in a neutral position, to theleft, to the right, forwards, rearwards, forward to the left, forward tothe right, rearward to the left, and rearward to the right. In someembodiments, the position is represented by the distance, in a normallyhorizontal plane of the seat, of the centre of gravity of the rider fromthe centre of the seat 14, and also by the direction, in the same plane,of the rider's centre of gravity in relation to the forward direction ofthe motorcycle. The process then reverts back to step 220. In otherembodiments, the forces from the handlebars 12 and/or footpegs 14 areincorporated into the calculation to determine the rider's position.

Referring to FIG. 10, in step 240 the processor 102 continually orrepetitively monitors signals from the handlebar sensors 82, 84 in bothof the handlebars 12. In step 242, the processor determines the netturning force on the handlebars 12. If the motorcycle is balanced andrunning in a straight line on flat ground, with no side winds, the netturning force on the handlebars should be zero, irrespectively of howtightly the rider is gripping the handlebars 12. The net turning forcein a clockwise direction is the sum of the forces on the forward facingsensor on the right handlebar and the rearward facing sensor on the lefthandlebar, minus the sum of the forces on the forward facing sensor onthe left right handlebar and the rearward facing sensor on the righthandlebar.

If there is a net turning force (or, in practice, a net turning forceabove a minimal threshold), the handlebars will turn to the left or theright depending on the direction of the force. Before the handlebarsactually turn, there is a change in the net turning force. The processornext determines whether the net turning force is above a threshold. Thethreshold may be either a fixed magnitude, or a combination of a fixedmagnitude and a duration of time for which the magnitude is surpassed.In some embodiments, the magnitude and/or duration are dependent on theexperience level of the rider. If, in step 246, the processor determinesthat the net turning force is above the threshold for turning right,then, in step 248 it registers the rider's intent to turn right or tomove over to the right, for example to change to the lane on the rider'sright. The intent is registered in the memory 104 of the control unit18, or in a memory of the processor 102. If, in step 250, the processordetermines that the net turning force is above the threshold for turningleft, then, in step 252 it registers the rider's intent to turn left orto move over to the left, for example to change to the lane on therider's left. In step 254, the result of the rider's intent to turn leftor right is combined with the data garnered from the environmentalsensors 112 and/or the ECU 118 to determine whether there is a potentialhazard for the rider. If there is a hazard that would endanger therider, the rider is alerted in step 256. The benefit afforded to therider is that the control unit can determine in advance that the riderhas decided to make a turn before the rider actually makes the turn.While the advance determination of the turn is only a moment, it canprovide an advance warning of a hazard, giving the rider more reactiontime to avert the manoeuvre. The process then returns to step 240, tocontinue monitoring the rider's turning intents.

Referring to FIG. 11, the control unit 18 performs a process thatdetermines the experience level of the rider. In step 260, the processor102 continually or repetitively monitors the sensors 50, 52, 54, 56, 58,60, 62, 64, 66 in the force-detecting seat 14. In step 262, theprocessor determines the riders position on the seat. The position iswhether the rider is sitting in a neutral position, to the left, to theright, forwards, rearwards, forward to the left, forward to the right,rearward to the left, and rearward to the right. In some embodiments,the position is represented by the distance, in a normally horizontalplane of the seat, of the centre of gravity of the rider from the centreof the seat 14, and the direction, in the same plane, of the rider'scentre of gravity in relation to the forward direction of themotorcycle.

In step 264, the processor 102 determines whether the motorcycle ismaking a turn. This is achieved by monitoring the forces on thehandlebars 12, by detecting a signal from a handlebar rotation sensor,or by detecting signals from an accelerometer. If the rider is making aturn, then, in step 266, the processor determines whether the rider issitting in a neutral position. If the rider is in a neutral positionduring the turn, then the processor registers the rider as experienced,in step 268. If the rider is not in a neutral position during the turn,then, in step 270, the processor determines whether the rider is leaningon the same side of the seat as the direction of the turn (i.e. leaninginto the turn). If so, the processor 102 registers the rider'sexperience level as advanced, in step 272. If the rider is not leaningon the same side of the seat as the turn, then, in step 274, theprocessor 102 registers the riders experience level as novice, becausethe rider must be leaning in an opposite direction to that of the turn.The rider's experience level is registered in the memory 104 of thecontrol unit 18. In other embodiments, the forces from the handlebars 12and/or footpegs 14 are incorporated into the calculation to determinethe rider's position.

Referring to FIG. 12, an example process based on the position of therider's centre of gravity is shown. Basically, when braking hard (whichcan be considered to be a hazardous state of the motorcycle), there isconsiderable force on the arms of the rider due to the deceleration ofthe motorcycle, and riders mass is biased towards the front of the bike.Adjusting the suspension of the motorcycle affects the extent of itsdive, so, by firming up the front suspension, the rider can bettermaintain control of the motorcycle until the desired speed is achieved.The control unit 18 dynamically adjusts the suspension during thebraking until the motorcycle has regained a neutral attitude and/or theforces exerted by the rider on the motorcycle have returned to normal.

In step 280, the processor determines the position of the rider's centreof gravity. In step 282, the processor 102 reads the ECU 118 for datasuch as current speed, throttle opening, braking pressure, suspensionsetting and attitude. In step 284, the processor 102 determines thedistance to an object in front of the motorcycle, if any. In step 286,the processor 102 combines the information output from steps 280, 282,284, and in step 288 determines adjusted settings for the ECU 118. Theadjusted settings are sent to the ECU 118 by the processor 102 in step290. The processor 102 then determines, in step 292, whether theattitude of the motorcycle is neutral. If the motorcycle attitude isneutral in step 292, then the process ends in step 294. If, however, themotorcycle attitude is not neutral, the settings sent to the ECU 118 arerepeated, or newly adjusted settings are calculated and sent to the ECU,as the process reverts to step 288. Steps 280, 282, 284 and 286 areoccurring throughout the process so that whenever step 288 is repeated,the determination of the new ECU settings is based on the most currentinformation available to the control unit 18.

A similar process is performed to dynamically adjust the ECU settings inother hazardous states of the motorcycle, such as changing roadconditions and emergency situations.

E. Variations

While the best presently contemplated mode of carrying out the subjectmatter disclosed and claimed herein has been described, variations arepossible.

For example, the force-detecting sensors may be used to determine thetype of motorcycle in which they are installed. For example, TABLE 1shows the expected rider weight distribution on handlebars, seat, andfootpegs for different types of motorcycle.

TABLE 1 Type of motorcycle Handlebar force Seat force Footpeg forceScooter light neutral light Cruiser light rear bias or neutral heavyMotocross light neutral heavy Super Sport heavy forward bias or neutrallight

While examples of warning devices have been given that are mounted onthe motorcycle, other warning devices may be used, such ashelmet-mounted devices that are activated by short-range radiocommunications from the control unit.

Although the present invention has been illustrated principally inrelation to two-wheeled motorcycles, it also has application in respectof three-wheeled motorcycles.

Sending a signal can be interpreted to be either the actual creation ofa signal that is transmitted from a sensor or the ceasing of a signalthat is being created by and transmitted from the sensor. Either way,the change in output of the sensor can be interpreted as a signal. Anull signal may also be considered to be a signal. The signal may, forexample, be a change in voltage, resistance, capacitance or current. Inother cases the signal may be an image or a change in an image.

In general, unless otherwise indicated, singular elements may be in theplural and vice versa with no loss of generality.

Throughout the description, specific details have been set forth inorder to provide a more thorough understanding of the invention.However, the invention may be practiced without these particulars. Inother instances, well known elements have not been shown or described indetail and repetitions of steps and features have been omitted to avoidunnecessarily obscuring the invention. Accordingly, the specificationand drawings are to be regarded in an illustrative, rather than arestrictive, sense.

It will be clear to one having skill in the art that further variationsto the specific details disclosed herein can be made, resulting in otherembodiments that are within the scope of the invention disclosed. Othersteps may be added to the flowcharts, or one or more may be removedwithout altering the main function of the rider state determinationsystem described herein. Modules may be divided into constituent modulesor combined into larger modules. All configurations described herein areexamples only and actual ones depend on the specific embodiment.Accordingly, the scope of the invention is to be construed in accordancewith the substance defined by the following claims.

The invention claimed is:
 1. A system for determining a motorcyclerider's intention to turn comprising: a plurality of force sensors, ofwhich: one or more are mounted in a left handlebar of the motorcycle,and one or more are mounted in a right handlebar of the motorcycle;wherein the plurality of force sensors detect forces exerted on the leftand right handlebars of the motorcycle by the rider of the motorcycle;and a control unit communicatively connected to the plurality of forcesensors and configured to: receive signals from the plurality of forcesensors; make a comparison of the signals with one or more thresholds;and determine the intention of the rider to turn, using the comparisonand before the handlebars on the motorcycle are turned to make theintended turn.
 2. The system of claim 1, wherein further force sensorsare mounted in: a seat of the motorcycle; a left footpeg of themotorcycle; and a right footpeg of the motorcycle; and the control unitis configured to: receive signals from the further force sensors; make acomparison of the signals from the further force sensors with one ormore further thresholds; and determine a state of the rider using saidcomparisons.
 3. The system of claim 2, wherein the state is anexperience level of the rider.
 4. The system of claim 2, wherein: thecontrol unit is communicatively connected to an engine control unit(ECU) of the motorcycle; and the control unit is configured to: readparameters of the motorcycle from the ECU; determine a hazardous stateof the motorcycle from values of the parameters and from the state ofthe rider; and send an alternate value of at least one of the parametersto the ECU to control at least one setting of the motorcycle during thehazardous state.
 5. The system of claim 4, wherein the hazardous stateis harsh braking, the alternate value is a suspension setting, and thecontrol unit dynamically controls the suspension during the harshbraking.
 6. The system of claim 2, wherein the control unit is furtherconfigured to determine a type of motorcycle based on the signals fromthe plurality of force sensors and the signals from the further forcesensors.
 7. The system of claim 1, further comprising: an environmentalsensor mounted on the motorcycle and connected to the control unit; andan output device communicatively connected to the control unit; whereinthe control unit is configured to: receive signals from theenvironmental sensor; determine, based on the signals from theenvironmental sensor, whether the intended turn would endanger therider; and activate the output device when the control unit determinesthat the intended turn would endanger the rider.
 8. The system of claim7, wherein the output device is one or more of: a haptic device embeddedin a seat or footpeg of the motorcycle; a light-emitting diode; and anaudible device.
 9. The system of claim 7, comprising another outputdevice, wherein the output device and the other output device are hapticdevices embedded in said handlebars.
 10. A method for determining amotorcycle rider's intention to turn comprising: locating, on themotorcycle, a plurality of force sensors of which one or more arelocated in a left handlebar and one or more are located in a righthandlebar of the motorcycle, so as to detect forces exerted on left andright handlebars by the rider of the motorcycle; receiving, by a controlunit, signals from the plurality of force sensors; making, by thecontrol unit, a comparison of the signals to one or more thresholds; anddetermining, by the control unit, the intention of the rider to turn,using the comparison and before the handlebars on the motorcycle areturned to make the intended turn.
 11. The method of claim 10, whereinfurther force sensors are mounted in: a seat of the motorcycle; a leftfootpeg of the motorcycle; and a right footpeg of the motorcycle; andthe method comprises: receiving, by the control unit, signals from thefurther force sensors; making a comparison of the signals from thefurther force sensors with one or more further thresholds; anddetermining a state of the rider using said comparisons.
 12. The methodof claim 11, wherein the state is an experience level of the rider. 13.The method of claim 12, comprising: determining that the motorcycle ismaking a turn; and determining that the rider is: leaning in an oppositedirection to a direction of the turn and therefore that the experiencelevel is novice; or sitting in a neutral position and therefore that theexperience level is experienced; or leaning on the seat in the directionof the turn and therefore that the experience level is advanced.
 14. Themethod of claim 10, the method further comprising: connecting anenvironmental sensor mounted on the motorcycle to the control unit;receiving, in the control unit, signals from the environmental sensor;determining, by the control unit, based on the signals from theenvironmental sensor, whether the intended turn would endanger therider; and activating, by the control unit, a haptic output device inthe handlebars when the control unit determines that the intended turnwould endanger the rider.
 15. The method of claim 10, furthercomprising: reading, by the control unit, parameters of the motorcyclefrom an engine control unit (ECU) of the motorcycle; determining, by thecontrol unit, a hazardous state of the motorcycle from values of theparameters and from the state of the rider; and sending, by the controlunit, an alternate value of at least one of the parameters to the ECU tocontrol at least one setting of the motorcycle during the hazardousstate.
 16. The method of claim 15, wherein the hazardous state is harshbraking and the alternate value is a suspension setting, the methodcomprising the control unit dynamically controlling the suspensionduring the harsh braking.
 17. The method of claim 16, comprisingdetermining an attitude of the motorcycle; and repeating the sendingstep while the attitude is not neutral.